Signaling system



May 29, 1934. c. E. LoMAx SIGNALING SYSTEM Filed Aug. 1e. i925 ,MNWN

Patented May 29, 1934 SIGNALING SYSTEM Clarence E. Lomax, Chicago, Ill., assignor, by

mesne assignments, to Associated Electric Laboratories, Inc., Chicago, Ill., a corporation of Delaware Application August 16, 1923, Serial No. 657,655

20 Claims. (Cl. 177-339) 'This invention relates in general to signaling systems and its object, broadly stated, is to provide a new and improved signaling system for controlling vehicular traic. More specically, the object of the invention is to provide a signaling system for controlling vehicular traic in a narrow passage where the Vis'ion is obstructed, such as a one way tunnel, in which the signals can be operated from either along the line of traffic or from a control station and restored individually only from the control station.

To accomplish the foregoing and other useful ends this invention comprises means which will be fully described in the speciiication which is to follow, reference being had to the accompanying drawing, which shows diagrammatically the apparatus and circuits involved.

The apparatus to the right of the Vertical dot and dash line is located in the tunnel While that to the left is located at a control station. The former consists essentially of pairs of lamps of different color, in this case red and green, substantially as shown at L1, L2, L3, and L4, non-destructable or continuous use type alarm boxes B1, B2, B3, and B4 containing push buttons, and telephone sets A1, A2, A3, and A4. TheY lamps at L1 are located at the entrance of the one Way tunnel to control the traiiic about to enter; While those at L2, L3 and L4 are located at intervals of approximately 500 feet along the tunnel. They are installed in the ceiling, or other conspicuous places, out of reach of persons in the tunnel so as not to be tampered with. The alarm boxes B1, B2, B3 and B1 and telephone sets A1, A2, A3 and A4. associated with the pairs of lamps L1, L2, L3 and L4, respectively, are located along the sides of the tunnel in an accessible place.

'Ihe apparatus located at the control station consists essentially of supervisory lamps L11, L12, L13, and L14; non-lock re-set keys K1, K2, K3, and K4; non-lock trip keys K11, K12, K13, and K14; switching relays l, 2, 3, and 4; generator G; buzzer Z and its associated equipment; telephone set A and its associated equipment.

Having briefly explained the purpose of the invention and the apparatus involved in carrying it out, the operation of the equipment may now be explained more in detail. For this purpose it will be assumed that an accident has occurred between signals L3 and L4 and that an alarm is sent in from box B3.

When the person sending in the alarm pushes the button in the alarm box B3 the following circuit is opened at spring 42: Ground, spring 42 and its working contact, working contact of spring 18 and said spring, armature 22 and its Working contact, Working contact of armature 25 and said armature, relay 3, and grounded battery. Relay 3, upon deenergizing, further opens the above traced circuit at armature 25; opens at armature 2l the circuit of relay 2; closes at armature 29 a circuit for relay 5 by way of super-u visory lamp L13; and transfers at armature 35 from a circuit including generator G and green lamp at L3 to one including the same generator and red lamp at L3. Relay 5, upon energizing, closes at armature 11 a circuit for buzzer Z. Relay 2, upon deenergizing, further opens its circuit at armature 24; opens at armature 20 the circuit of relay 1; closes at armature 28 a circuit for supervisory lamp L12 in multiple with the circuit including supervisory lamp L13; and transfers at armature 34 from a circuit including generator G and green lamp ai L2 to one including the same generator and red lamp at L2. Relay l, upon deenergizing, further opens its circuit at armature 23; closes at armature 27 a circuit for supervisory lamp L11-in multiple with the circuits including supervisory lamps L12 and L13; and transfers at armature 33 from a circuit including generator G and green lamp at L1 to one including the same generator and red lamp at L1.

From the above it will be seen that when an alarm is sent in from a box along the line of traic the green lamps from there back are extinguished and red lamps lighted thus acting as a signal for traffic to stop; While the green lamps beyond are unaffected thus permitting the trafc to proceed. The buzzer Z is operated at the control station to notify the attendant that an alarm has been sent in. Supervisory lamps (L11, L12, and L13) at the control station, corresponding to the red lamps lighted along the line of traflic, are lighted to advise the attendant of the location of the accident and keep him advised of the status of the lamps along the line of traffic.

It will be assumed now that the person in the tunnel desires to converse with the attendant at the control station relative to the accident and uses the telephone set A3. It may be that the person in the tunnel is not familiar with the useof the alarm boxes, or there may be a ground on the line, possibly due to the accident, which prevents the signals from responding to an alarm sent in from Box B3. When he removes the receiver at station A3 a circuit is closed including relay 7; which relay, upon energizing, closes at armature 32 a circuit for lamp L by Way of armature 31. Lamp L, upon lighting, notiiies the attendant at A of the call. The attendant, upon removing his receiver, closes a circuit including relay 6; which relay, upon energizing, opens at amature 31 the circuit of the lamp L and extinguishes same. 'Ihe talking circuit now being operative, the attendant converses with the calling party and receives the alarm information, whereupon they hang up their receivers and the circuit is restored to normal, all of which is in the Well known manner.

The attendant at the station A, upon receiving the alarm information from the party at the station A3, operates the corresponding non-lock trip key K13; whereupon the green lamps are extinguished and the red lamps lighted at points L3, L3, and L1, and the supervisory lamps L13, L13, and L11 are lighted, the same as when the alarm was sent in from box B3.

To restore the alarm sending, signaling and supervisory circuits and equipment to normal conditions the attendant at the control station operates the non-lock re-set keys K3, K2 and K1. For example, if he operates the key K3, a. circuit is closed from ground, spring 14 and its resting contact, relay 3 to grounded battery. Relay 3 is energized (its normal condition) prepares at armature 21 a circuit for relay 2 by way of spring 17 at trip key K12 and spring 43 at alarm box B3; closes at armature 25 a locking circuit for itself by Way of armature 22, spring 18 at trip key K13 and spring 42 at alarm box B3; opens at armature 29 the circuit for supervisory lamp L13, `thereby extinguishing same; and transfers at armature 35 from a circuit including generator G and red lamp at L3 to one including the same generator and green lamp at L3. In a similar manner the operation of non-lock re-set keys K3 and K1 will restore their corresponding circuits and equipment to normal conditions. To restore all circuits and equipment permanently to normal condition the re-set keys must be operated in the order named. After the last re-set key has been operated relay 5 deenergizes and opens at armature 11 the circuit of buzzer Z, thus restoring same to normal.

From the above it will be seen that the red lamps can be extinguished and the green lamps lighted along the line of traffic, to their noQnal conditions, only from the control station, and that each set of lamps can be operated independently but can only be reset after the preceding lamps have been reset.

The. advantage of the arrangement whereby the signalsan be reset only from the control station andniot from the right of Way will readily be perceived. The alarm boxes are necessarily placed so that they are readily accessible to persons in the tunnel and if the signals could be reset from one of these boxes it might be done prematurely by some unauthorized person, with the result of causing congestion or even another accident. The positive arrangement according to which the signals can only be reset in a definite order is also very desirable. If the signals L1 could be reset prior to signals L3, for instance, it would permit traic to enter the tunnel while vehicles were still being held up in front of signals L2 and L3, thus causing congestion at these points. Traino should be prevented Afrom entering until the conditions are such that the vehicles already in the tunnel can proceed and until they actually begin todo so.I result is secured by the positive circuit. arrangement which prevents the locking up ofa'relay such as relay 1 until the preceding relay 2 has been locked up.

l'Having described my invention, what I consider to be new and desire to have protectedby Letters Patent will be pointed out in the appended claims.

What I claim is:

1. In a signaling system, a plurality of normally inactive stop signals spaced at intervals along a traillc route, a plurality of control devices also spaced along said route, means responsive to the operation of any device for rendering active all said stop signals which are located in one direction from the operated device, and means for maintaining such stop signals active after the operated device has been restored.

2. In a signaling system, a series of signals, means including a series of relays for controlling said signals, respectively, a normally closed circuit for each rela whereby all of said relays are normally energized, contacts in each relay circuit except the last controlled by the next succeeding relay, whereby each relay on deenergizing will cause the deenergization of the preceding relay except the first, an individual energizing circuit for each relay, and contacts on each relay for closing its own normally closed circuit.

3. In combination with a plurality of signaling means spaced along a one way traiic passage, earch of said means including means for indicating proceed and halt and normally indicating proceed, of means for operating the signals from stations adjacent the respective signaling means to change the signal to indicate halt at the station at which the means are operated and to simultaneously cause a like change to occur at all the other signaling means in the direction from which traflic is ilowing, and means partially located at a central station and also including a part of said last named means for operating the signaling means.

4. In combination with a plurality of signaling means spaced along a one Way traic passage, each of said means including means for indicating proceed and halt and normally indicating proceed, of controlling means for causing all signals preceding any desired one of the signals to change the indication from proceed to halt, said controlling means including a device individual to each of the signaling means located at a central station and also including a second device located adjacent to and individual to each signal for controlling the latter and, through a portion of the controlling means, the preceding signals.

5. In combination with a plurality ofA signaling means spaced along a one way traffic passage, each of said means including means for indicating proceed and halt and normally indicating proceed, of controlling means for causing all signals preceding any desired one of the signals to change the indication from proceed to halt, said controlling means including a device individual to each of the signaling means located at a central station and also including means located adjacent the respective signals, for controlling the circuits, and also including centrally located means for restoring the signals.

6. In combination with a plurality of signaling means spaced along a one way traiiic passage, each of said means including means for indicating proceed and halt and normally indicating proceed, of controlling means for causing all signals preceding any desired one of the signals to 1115 change the indication from proceed to halt, said controlling means includinga device individual to each of the signaling means located at a central station and also including means located adjacent the respective signals, for controlling v the circuits, and also including means individual to each of the signaling means and centrally located for restoring the signals.

7. In a signaling system, stop and clear signals located in pairs along a traffic route, a control station, a relay at said station for each pair of signals, means including a front contact on each relay for controlling the associated clear signal, means including a back contact on each relay for controlling the associated stop signal, an energizing circuit for each relay including a switch at the control station, a. locking circuit for each relay including a normally closed switch at the control station and a normally closed switch on the traiic route, contacts on each relay included in its locking circuit, and contacts on each relay which are included in the locking circuit of an adjacent relay.

8. In a signaling` system for use in a tunnel, a signal at the entrance of the tunnel, other signals 4spaced at intervals along the tunnel, manually operable switches located along the tunnel at the points where said other signals are located, means responsive to the operation of any switch for changing the indication of the associated signal and for also changing the indication at all other signals in the direction of the tunnel entrance, and means including a manually operable switch for each signal for restoring the same to normal.

9. A signaling system as set forth in claim 8, in which each signal comprises stop and go lights of different colors, and in which the indication of any signal is changed by extinguishing one light and lighting the other.

10. A signaling system as set forth in claim 8, in which the means for changing the indication of the signals includes relays which are located in a control station at one end of the tunnel.

y 11. In a traiiic control system for a tunnel or similar trado route, a control station, means controlled through said station from any one of a plurality of control points along the tunnel for stopping traic at that point, a portion of said means being controlled automatically from the control station when traffic is stopped at any control point for stopping traiiic at all other control points between such control point and the tunnel entrance, and means controlled exclusively at the control station for starting trafiic movenient at any control point at which it has been stopped.

l2. In a trafiic signaling system, a plurality of tramo controlling signals located along a traffic route, a plurality of relays at a control station, circuits over which said relays control said signals, a locking circuit for each relay which maintains it energized, contacts on each relay included inv its locking circuit, manually operable switches located along the traflic route for opening said locking circuits, manually operable switches at the control station :for use alternatively in opening said locking circuits, contacts on each relay for breaking the locking circuit of an adjacent relay, and means including a manually operable switch at said control station for each relay for reenergizing the same after it has deenergized responsive to the opening of its locking circuit.

13. In a traiiic signaling system, a series of normally inoperative signals indicating stop when operated located at intervals along a trafc route, a central station, control means for said signals including an operating device adjacent each signal, a second operating device for each signal at the centralstatlon, and means, interconnecting said devices and signals, for operating any signal to maintain a stop indication upon the operation of its adjacent operating device or the corresponding central station device and for operating all of the other signals in the series, in one direction from the first namedsignal, to also indicate stop, except on operation of the end signal of the series in the direction stated.

14. In a traiflc signaling system, a series of normally inoperative signals indicating stop when operated located at intervals along a traflic route, a central station, control means f or said signals including an operating device adjacent each signal, a second operating device for each signal at the central station, and means interconnecting said devices and signals, for operating any signal to maintain a stop indication uponthe operation of its adjacent operating device or the corresponding central station device and for operating all of the other signals in the series, in one direction from the rst named signal, to also indicate stop, except on operation of the end signal of the series in the direction stated, said system also including means for restoring said .signals to inoperated condition.

15. -I-n a traffic signaling system, a series of signals located at intervals along a traflic route, a central station, control means for said signals including an operating device for each signal at the central station, and means, interconnecting said devices and signals, for operating any signal to display and maintain a stop indication upon the actuation of its operating device and for operating all of the other signals in the series in one direction from the first named signal to also display a stop indication.

16. In a traflic signaling system, a series of normally operative signals indicating clear located 1'15 at intervals along a traffic route, a central station, control means for said signals including an operating device adjacent each signal, a second operating device for each signal at the central station, and means, interconnecting said devices and signals, for restoring any signal upon the operation of its adjacent operating device or the corresponding central station device and for restoring all of the other signals in the series, in one direction from the signal rst restored, except on the restoration of the end signal of the series in the direction stated.

17. In a tralic control system, a series of trafc controlling devices located at intervals along a traffic route, a central station, control means for said devices including a switch adjacent each device, a second switch for each device at the central station, and means interconnecting said switches and control devices, for operating any control device upon the operation of its adjacent switch or the corresponding central station switch and for operating all the other control devices in the series,'in one direction from the first operated control device, except on theoperation of the end control device of the series in the direc- 14g, tion stated.

18. In a signaling system, a plurality of signaling devices located at intervals along a traii'ic route, said devices indicating either stop or clear, means for causing said signaling devices to normally indicate clear, a plurality of control devices also located at intervals along said traffic route, means responsive to the actuation of any control device for causing all signaling devices located in one direction from the actuated control device to change their indication from "clear" to stop, and means for maintaining all said last mentioned signaling devices in changed condition after the actuated control device has been restored.

19. In a signaling system for handling trafllc passing in one direction along the trailic route, a plurality ofrsignaling devices located at intervals along said traflic route, said devices indicating either stop or clear to oncoming traffic, means for causing said signaling devices to normally indicate clear, means for changing the indication of said signaling devices, means eifective when the indication of any signaling device is changed for automatically changing the indication of all other signaling devices located in the direction from which the traffic is coming, and means for restoring to normal any changed signaling device at will, while maintaining the remaining changed signaling devices in changed condition.

20. In a signaling system, a plurality of signaling devices located at intervals along a tralc route, said devices indicating stop or clear", means for causing said signaling devices to normally indicate clear, means for changing the indication of said signaling devices, said means located at a common control station and including a separate control device for each signaling device, means including circuit arrangements such that the operation of any control device except the first not only changes the indication at the associated signaling device but also changes the indication at one. or more of the other signaling devices, and means for maintaining the indication at such signaling devices changed after the operated control device has been restored.

CLARENCE E. LOMAX. 

